In this file image, crews install new, higher fencing around Mineta San Jose International Airport near Coleman Ave. in San Jose, California, April 9, 2015, following security breaches. On Sunday, December 31, 2017, a small plane landed safely at the airport after reporting gear problems upon approach.

SAN JOSE — Fire trucks and firefighters met a small plane Sunday afternoon on the San Jose International Airport tarmac, after the pilot had reported gear problems when the aircraft was 15 minutes from landing.“We respond with everything, with the fire trucks, operations — everybody responds,” said Norman Y. Mineta San Jose International Airport spokeswoman Vicki Day.The distress call came in around 3:15 p.m. on Sunday. San Jose Fire Department firefighters responded, with a dispatcher reporting six people on board the plane.The single-engine propeller aircraft, a Swiss-made Pilatus PC-12, landed safely with no injuries to anyone aboard or on the ground, Day said.Because the plane was landing at a private facility within the airport, Day could not say what the gear problem was, or where the flight was coming from.One of the two private flight-services companies operating at the airport, Atlantic Aviation, said the plane didn’t land at its facility.The other, Signature Flight Support, would not confirm whether the flight landed at its facilities.“We can’t release any information on that,” responded the man who answered the company’s airport-office phone.Story and photo ➤ https://www.mercurynews.com

PETALING JAYA: Indonesian authorities have detained a Malaysian pilot for consuming methamphetamines on Saturday (December 30).Indonesia’s National Narcotics Agency (BNN) picked up the Malaysian during a random inspection at Batam’s Hang Nadim International Airport, where he tested positive for methamphetamines.“He is in custody at the BNN Riau Islands office,” the agency’s head Richard Nainggolan was quoted as saying by Indonesian portal antaranews.com.The agency had confiscated 1.9 grams of methamphetamines, a meth pipe, and a piece of aluminium foil, which is believed to belong to the pilot.When contacted on Sunday (December 31), the Malaysian airline confirmed the arrest of its pilot and said that an investigation is being carried out.“We are aware that one of our pilots is detained in Batam for drug issues. Investigations are underway on this,” said an airline spokesperson.The spokesperson stressed that the airline does not condone drug abuse, and said that stern action will be taken against its employees found to be involved in drug abuse.“Any employee who is found guilty will have their employment terminated and will be surrendered to the relevant authorities,” said the spokesperson.The spokesperson added that frequent drug tests will continue to be conducted on pilots and cabin crew to ensure that they are medically fit to perform their duty at all times.

Aer Lingus looks set to face even more competition on its booming transatlantic routes in 2018 with its US partner JetBlue mulling an entry into the market.This year has proven to be a landmark one for IAG-owned Aer Lingus's ambitions to build a major hub at Dublin Airport for traffic between Europe and America, with further developments promised in the New Year.Aer Lingus saw transatlantic traffic jump past 2.5 million passengers this year and launched or announced numerous routes to the US from Ireland, including to Seattle and Philadelphia.Irish-based low-cost operator Norwegian has emerged as the key competitor to Aer Lingus in the budget end of the transatlantic market, a fact that was highlighted by the airline's management in a Labour Court document previously reported by this newspaper.Another Scandinavian player, Denmark's Primera Air, is set to start offering low-cost seats from London Stansted and Birmingham to New York, Boston and Toronto in the spring. A growing proportion of Aer Lingus passengers on North Atlantic routes originate from UK regional cities so the new Danish entrant will increase competition for the former national carrier.But the arrival of JetBlue into Ireland or the UK could prove to be an even bigger disruption in a market that Aer Lingus has done much to develop.Management at the Nasdaq-listed American carrier - which has made a huge success of its high-end coast-to-coast Mint service in the States - is reported to be close to concluding a comprehensive fleet review to examine the airline's orders and deliveries from Airbus. One of the options on the table is the possibility that some orders will be upgraded to the new Airbus A321LR aircraft, it is believed.Aer Lingus has already ordered eight of the innovative low-cost long-range aircraft and plans to use them to further expand its network right across the eastern United States. If JetBlue, which is a close partner of Aer Lingus in the US, does decide to opt for the same aircraft it is likely to focus on serving numerous cities in Western Europe from its hubs in Boston and New York, according to reports in the US.As well as the fleet appraisal, the airline's management is currently carrying out an analysis of potential European routes, it is understood.

Air Algerie has begun planning the next phase of its fleet development, with initial studies finding a requirement for 35 “mostly narrow-body” planes by 2025.About 15 of the aircraft will be used for net expansion of the fleet, while the other 20 will replace ageing models.“We are working on a plan of development maybe until 2025,” Air Algerie director general Bakhouche Alleche told me during an interview last month. “We think we need another 15 aircraft [for growth] … [Including] replacement [units] altogether [the number] is 35 aircraft.”Algeria’s flag-carrier currently deploys 58 passenger planes: 25 Boeing 737-800s, two 737-700C convertibles, five 737-600s, three 767-300s, 12 ATR 72-500s, three ATR 72-600s and eight A330-200s.Sixteen of those aircraft were delivered between 2014 and 2016, making them unlikely candidates for retirement. These newer units are the 737-700Cs, the ATR 72-600s, eight of the 737-800s, and three of the A330-200s.Among the 20 planes due to be withdrawn, Alleche confirmed that eight will be ATR 72-500s. He said the Bombardier CSeries, the ATR 72-600 and unspecified Embraer models will be evaluated as replacements.All three 767-300s will also be phased out in the near future.Asked about route development, the director general said that Chad, Cameroon, Gabon and other countries in central Africa are on his radar. The airline also wants to begin flights to New York, but cannot do so until Algeria’s Civil Aviation Authority is certified by the US Federal Aviation Administration.“[We would launch] tomorrow if we have the right,” he said in reference to New York. “The [certification] process, if launched now, will take at least 18 months.”
Story and photo ➤ https://www.forbes.com

Michael Lawrence has joined Premier Jet Center in Eden Prairie as its operations manager.Lawrence has worked in the aviation industry for 20 years, many of those years spent in a managerial role. His most recent position was general manager of Key Air. He earned a B.A. in business administration with a minor in airway science and aviation from Winona State University and holds a private pilot's license. He has served as a board member in several aviation organizations including the Minnesota Business Aviation Association and Anoka County Aviation Association.“Michael’s experience and involvement both in operations and facilities management will be a great addition to our team as we continue to grow and expand our business,” says President Jim Sweeney in a news release. “Michael also brings great value in his connections throughout the aviation and business community."Story and photo ➤ http://www.swnewsmedia.com

Additional Participating Entity:Federal Aviation Administration / Flight Standards District Office; Greensboro, North CarolinaAviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdfInvestigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdmsAviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdfhttp://registry.faa.gov/N3542RLocation: Oxford, NCAccident Number: ERA13LA285Date & Time: 06/13/2013, 1010 EDTRegistration: N3542RAircraft: BEECH A23Aircraft Damage: SubstantialDefining Event: Fuel starvationInjuries: 2 MinorFlight Conducted Under: Part 91: General Aviation - PersonalAnalysis During the preflight inspection, the pilot/owner observed about 20 gallons of fuel in the left main fuel tank and significantly less fuel in the right main fuel tank. The pilot departed on a brief local flight with the fuel selector handle positioned to the left main fuel tank. About 10 minutes into the flight, the engine lost all power, and the flight instructor-rated passenger performed a forced landing to a field. During the landing, the airplane impacted a berm and sustained substantial damage to the left wing and fuselage. Examination of the wreckage revealed that the airplane's fuel selector handle was installed 180 degrees from its correct orientation. As such, when the handle portion of the selector was pointing at the desired tank, the pointer (arrow) was pointing in the opposite direction. Thus, when the pilot selected the left main fuel tank, the fuel selector valve was actually positioned to the right main fuel tank, which had little fuel at takeoff and was found empty after the accident.Additionally, the fuel selector handle was missing its roll pin, which allowed it to be installed incorrectly. Due to the fuel system design of return fuel going to the left main fuel tank only, the pilot primarily flew with the fuel selector positioned to the left main fuel tank.The fuel selector handle was often removed and reinstalled during maintenance inspections to allow access to the floor boards in the cockpit. An airworthiness directive (AD) for the fuel valve required repetitive inspection of the roll pin fuel valve during annual inspections per a manufacturer service instruction, or replacement of the roll pin valve with a D-handle type valve. Review of maintenance records revealed that about 38 years prior to the accident, a logbook entry indicated that the AD was complied with by installing a D-handle fuel valve; however, a roll pin type valve was installed at the time of the accident. Maintenance personnel performing subsequent inspections would assume, per the logbook entry, that the D-handle valve had been installed and any maintenance reference to the roll pin valve would not be applicable. The mechanic that performed the most recent annual inspection stated that he was not aware of a roll pin. The mechanic added that during the annual inspection, he removed and replaced the fuel selector handle to the same position he had found it. The pilot had owned the airplane for about 45 years and also performed some maintenance on it himself. The investigation could not determine when during the airplane's history that the fuel selector handle was installed incorrectly or by whom. Probable Cause and FindingsThe National Transportation Safety Board determines the probable cause(s) of this accident to be:The failure to comply with an airworthiness directive by maintenance personnel and incorrect reinstallation of the fuel selector handle by unknown personnel, which resulted in fuel starvation.FindingsAircraftFuel selector/shutoff valve - Incorrect service/maintenance (Cause)Personnel issuesReplacement - Maintenance personnel (Cause)Installation - Other/unknown (Cause)Factual Information On June 13, 2013, about 1010 eastern daylight time, a Beech A23, N3542R, operated by a private individual, was substantially damaged during a forced landing to a wheat field, following a total loss of engine power during approach to Henderson-Oxford Airport (HNZ), Oxford, North Carolina. The commercial pilot and flight instructor incurred minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that originated from HNZ about 1000.The flight instructor reported that the commercial pilot had a medical condition for which his insurance carrier required him to fly with a certified flight instructor. The commercial pilot performed the preflight inspection of the airplane while the flight instructor retrieved headsets from a fixed based operator. As such, the flight instructor did not witness the preflight inspection. When the flight instructor returned, the commercial pilot told him there were 20 gallons of fuel in the left main fuel tank and "a lesser" quantity in the right main fuel tank, which was confirmed by the fuel gauges.The airplane departed runway 24 uneventfully and the commercial pilot completed one touch-and-go landing. The flight instructor also completed one touch-and-go landing and then flew at an altitude about 2,000 feet above ground level toward a local navigational beacon for a practice instrument approach. About 1/2 mile from the beacon, the flight instructor noticed that the engine power decreased from 2,300 rpm to 2,000 rpm. The flight instructor performed a 180-degree turn back toward HNZ and noticed that during the turn, the engine power twice increased to 2,300 rpm, followed by a degrease to 2,000 rpm. At the completion of the turn, the engine lost all power.While gliding toward the airport, the commercial pilot moved the fuel selector from the left main fuel tank position to the right main fuel tank position. Subsequently, the engine momentarily regained power to 2,000 rpm, but then lost all power again. The flight instructor turned on the boost pump and similarly the engine regained power to 2,000 rpm, followed by a total loss of power. The flight instructor was not able to glide the airplane to the airport and performed a forced landing to a field.According to a Federal Aviation Administration (FAA) inspector, during the landing, the airplane impacted a berm and sustained substantial damage to the left wing and fuselage. The inspector observed that the right main fuel tank remained intact and did not contain any fuel. The left main fuel tank was compromised during the accident. About 2 gallons of fuel remained in the left main fuel tank; however, an undetermined amount of fuel leaked from the left wing after impact.The wreckage was subsequently recovered to a hangar and examined under the supervision of an FAA inspector. The examination revealed that at some point in the airplane's history, the fuel selector handle had been reinstalled approximately 180 degrees from its correct orientation. As such, when the handle portion of the selector was pointing at the desired tank, the pointer (arrow) was pointing 180 degrees away from the desired fuel tank. The FAA inspector stated that the fuel selector handle was usually removed during maintenance inspections to facilitate access to the floor boards in the cockpit. Additionally, the fuel selector handle was missing its respective roll pin, which would allow it to be installed incorrectly. With the roll pin installed, the fuel selector handle could only be installed in one direction. When the left main fuel tank was selected, the fuel selector valve was actually positioned to the right main fuel tank. When the right main fuel tank was selected, the fuel selector valve was in the off position.Review of the airplane owner's manual revealed that one 29.9-gallon capacity fuel tank was located in each wing. Due to the fuel return going to the left main fuel tank only, the owner's manual cautioned that 15 gallons must be used from the left fuel tank first. Therefore, the pilot primarily operated the airplane with the fuel selector positioned to the left main fuel tank.Airworthiness directive (AD) 75-01-04 was issued by the FAA on January 7, 1975, to reduce the possibility of improper or unintentional movement of the fuel selector valve, prevent binding and ensure complete shutoff of the selector valve in the "Off" position. According to the FAA inspector that examined the wreckage, the AD was applicable to the accident airplane, and could have been complied with by either replacing a roll pin fuel selector valve with a D-handle valve, or inspecting the roll pin valve at every subsequent annual inspection per Beechcraft Service Instruction (SI) 0364-289 Rev III. An entry in the airframe logbook, dated April 2, 1975, stated that AD 75-01-04 was complied with by the installation of valve part number 169-380086-1(D-handle); however, an older roll pin valve was installed in the airplane at the time of the accident. Therefore, mechanics performing subsequent inspections would assume, per the logbook entry, that a newer D-handle valve had been installed and any reference to a roll pin fuel valve in the shop manual (maintenance manual) or SI would not be applicable as it was dated information and superseded by the AD.Review of the airframe logbook revealed that the airplane's most recent annual inspection was completed on May 6, 2013. The airplane had accumulated about 1 hour of flight time since the most recent annual inspection. The FAA inspector interviewed the mechanic who completed the most recent annual inspection. That mechanic stated that he was not aware of a roll pin and there was no mention of a roll pin in the maintenance manual. The mechanic added that during the annual inspection, he removed and replaced the fuel selector handle to the same position he had found it. The FAA inspector further stated that the pilot had owned the airplane, which was manufactured in 1965, for 45 years and also performed some maintenance on it himself. The inspector could not be sure when during the airplane's history that the fuel selector handle was installed incorrectly or by whom. History of FlightPrior to flightAircraft maintenance eventApproachFuel starvation (Defining event)Loss of engine power (total)Emergency descentOff-field or emergency landingLandingCollision with terr/obj (non-CFIT) Pilot InformationCertificate: CommercialAge: 81Airplane Rating(s): Single-engine LandSeat Occupied: LeftOther Aircraft Rating(s): NoneRestraint Used: Lap OnlyInstrument Rating(s): AirplaneSecond Pilot Present: YesInstructor Rating(s): Airplane Single-engine; Instrument AirplaneToxicology Performed: NoMedical Certification: Class 3 With Waivers/LimitationsLast FAA Medical Exam: 01/03/2012Occupational Pilot: NoLast Flight Review or Equivalent: 03/01/2011Flight Time: 2220 hours (Total, all aircraft), 1900 hours (Total, this make and model), 2110 hours (Pilot In Command, all aircraft), 1 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) Flight Instructor InformationCertificate: Flight Instructor; CommercialAge: 51Airplane Rating(s): Multi-engine Land; Single-engine LandSeat Occupied: RightOther Aircraft Rating(s): NoneRestraint Used: Lap OnlyInstrument Rating(s): AirplaneSecond Pilot Present: YesInstructor Rating(s): Airplane Single-engineToxicology Performed: NoMedical Certification: Class 2 With Waivers/LimitationsLast FAA Medical Exam: 10/31/2011Occupational Pilot: NoLast Flight Review or Equivalent: 09/09/2011Flight Time: 1088 hours (Total, all aircraft), 0 hours (Total, this make and model), 1025 hours (Pilot In Command, all aircraft), 140 hours (Last 90 days, all aircraft), 50 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) Aircraft and Owner/Operator InformationAircraft Manufacturer: BEECHRegistration: N3542RModel/Series: A23Aircraft Category: AirplaneYear of Manufacture:Amateur Built: NoAirworthiness Certificate: NormalSerial Number: M-710Landing Gear Type: TricycleSeats: 4Date/Type of Last Inspection: 05/06/2013, AnnualCertified Max Gross Wt.: 2350 lbsTime Since Last Inspection: 1 HoursEngines: 1 ReciprocatingAirframe Total Time: 2201 Hours as of last inspectionEngine Manufacturer: CONT MOTORELT: C91 installed, not activatedEngine Model/Series: IO-346Registered Owner: WEHE ALBERT HRated Power: 165 hpOperator: WEHE ALBERT HOperating Certificate(s) Held: NoneMeteorological Information and Flight PlanConditions at Accident Site: Visual ConditionsCondition of Light: DayObservation Facility, Elevation: HNZ, 526 ft mslObservation Time: 1015 EDTDistance from Accident Site: 1 Nautical MilesDirection from Accident Site: 240°Lowest Cloud Condition: ClearTemperature/Dew Point: 29°C / 22°CLowest Ceiling: NoneVisibility: 10 MilesWind Speed/Gusts, Direction: 6 knots, 230°Visibility (RVR):Altimeter Setting: 29.77 inches HgVisibility (RVV):Precipitation and Obscuration: No Obscuration; No PrecipitationDeparture Point: Oxford, NC (HNZ)Type of Flight Plan Filed: NoneDestination: Oxford, NC (HNZ)Type of Clearance: NoneDeparture Time: 1000 EDTType of Airspace: Airport InformationAirport: Henderson-Oxford Airport (HNZ)Runway Surface Type: AsphaltAirport Elevation: 526 ftRunway Surface Condition: DryRunway Used: 24IFR Approach: NoneRunway Length/Width: 5002 ft / 97 ftVFR Approach/Landing: Forced Landing; Straight-in Wreckage and Impact InformationCrew Injuries: 2 MinorAircraft Damage: SubstantialPassenger Injuries: N/AAircraft Fire: NoneGround Injuries: N/AAircraft Explosion: NoneTotal Injuries: 2 MinorLatitude, Longitude: 36.361667, -78.529167 (est)

A mountain biker was rescued by helicopter after suffering several broken bones and a head injury Saturday in Briones Regional Park in Walnut Creek, authorities said.The STARR 1 helicopter was deployed about 3:30 p.m. to the Beacon Ridge Trail after reports that a man was seriously injured, according to the Contra Costa County Sheriff’s Office.The man, whose name was not released, had broken bones and a head injury, police said.A Contra Costa County fire captain, paramedic and flight rescue technician flew near the victim’s location and hiked to a remote trail to reach him, police said.They strapped the man to a stretcher, which was then clipped to a rope attached to the helicopter, a video of the rescue shows.The team then moved the victim a half mile to where rescue vehicles were stationed. The man was then taken to a hospital.Story and video ➤ http://www.sfgate.com

NAGOYA, Japan (Reuters) - Japan's Mitsubishi Heavy Industries Ltd is on track to deliver its repeatedly delayed commercial jet by mid-2020, the head of its aircraft unit said, despite a risk of an order cancellation.The Mitsubishi Regional Jet (MRJ) aircraft has been delayed five times from an original delivery target of 2013, leading to spiraling costs. News this month that an order for the aircraft from Eastern Air Lines was "likely to be lost" has spurred more questions about the outlook of the project."We are proceeding pretty much in line with plans," said Hisakazu Mizutani, president of Mitsubishi Aircraft Corp, referring to the mid-2020 deadline. "We can just about make it."He was speaking to reporters in Nagoya on Dec. 8, on the condition that his comments not be published until Jan 1. Mizutani said the planemaker was at risk of losing Eastern Air Lines' order for 20 MRJ aircraft with an option for 20 more, but that it was "continuing conversations" with the airline.Mitsubishi Aircraft said the order has not yet been canceled.Overall, the Mitsubishi unit has orders for 233 of the 90-seat aircraft, the company has said previously, and aims to sell more than 1,000 of the planes over two decades.Buyers such as ANA Holdings have said they have no plans to cancel orders despite the delays.Mitsubishi Aircraft is majority owned by Mitsubishi Heavy Industries, with Toyota Motor Corp and Mitsubishi Corp also holding stakes. Original article can be found here ➤ http://www.businessinsider.com

Location: Marco Island, FLAccident Number: ERA13LA374Date & Time: 08/24/2013, 1030 EDTRegistration: N3700HAircraft: MOONEY M20JAircraft Damage: SubstantialDefining Event: Loss of control in flightInjuries: 1 MinorFlight Conducted Under: Part 91: General Aviation - PersonalAnalysis The pilot stated that he set the flaps at 15 degrees for takeoff and that the flap position indicator and the adjacent pitch trim position indicator appeared to "line up," which was normal. However, during the takeoff, the airplane pitched up more rapidly than normal, and the pitch trim did not seem to be working. The event occurred too quickly for the pilot to abort the takeoff, and, because of the relatively low airspeed and the high engine torque and P-factor, he was unable to counteract the airplane's left turning tendency. The airplane subsequently descended into a swamp left of the runway.At the accident scene, the airplane's flap and trim position annunciators indicated that the flaps were in the "takeoff" position but that the pitch trim was in the "up" position; the Pilot's Operating Handbook stated that the pitch trim was to be set to the "takeoff" position for takeoff. For pitch trim control, the airplane's entire empennage would have pivoted to increase or decrease the horizontal stabilizer angle. The system used a worm gear, which would have prevented the annunciated trim position from moving when the airplane impacted the ground. Pitch trim was subsequently tested electrically to the stops with no binding noted. The pilot did not report any runaway pitch anomalies. Probable Cause and FindingsThe National Transportation Safety Board determines the probable cause(s) of this accident to be:The pilot's improper pitch trim setting before takeoff, which resulted in the airplane's rapid, nose-high pitch at takeoff and the pilot's subsequent loss of control. FindingsAircraftStabilizer actuator - Incorrect use/operationPersonnel issuesIncorrect action performance - Pilot (Cause)Aircraft control - Pilot (Cause)Factual Information On August 24, 2013, about 1030 eastern daylight time, a Mooney M20J, N3700H, was substantially damaged when it impacted swampy terrain during a takeoff attempt from Marco Island Airport (MKY), Marco Island, Florida. The airline transport pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, to Wing South Airpark (FA37), Naples, Florida. The personal flight was operating under the provisions of 14 Code of Federal Regulations Part 91.According to the pilot, he set the flaps at 15 degrees for takeoff, and the flap indicator and trim indicator next to each other appeared to line up, which was normal. However, during the takeoff, at an approximate rotation speed of 63 knots indicated, the airplane pitched up more rapidly than normal and the stabilizer trim did not seem to be working.The event occurred so suddenly that the pilot did not have an opportunity to abort the takeoff with a power reduction. "It was an uncommanded pitch-up and the yoke would not respond to counteract the pitch and turn The rudder and ailerons were stuck in the neutral position and would not move in the direction to initiate a right counteracting turn. Although the left turning tendencies are well known on takeoff with high power and angle of attack ("P" factor, torque and slipstream affect all work together requiring lots of right rudder), something caused the stab trim to go forward and prevent the normal rudder and aileron coordination for a turn to the right to counteract the left turning tendencies."The airplane then descended into the swamp to the left of the runway.According to the pilot's operating handbook (POH), "Push-pull tubes with self-aligning rod end bearings actuate the primary flight control surfaces. A spring-loaded interconnect device indirectly joins the aileron and rudder control systems to assist in lateral stability during flight maneuvers."In addition, "For pitch control, the entire empennage pivots on the tail cone attachment points to increase or decrease the horizontal stabilizer angle. This design allows flight trim establishment with minimum control surface deflection. A trim indicator on the console indicates stabilizer trim position. In flight, forward rotation of the trim wheel lowers the nose; rearward rotation raises the nose."A photograph of the trim/flap annunciator taken at the accident site by a Federal Aviation Administration (FAA) inspector showed separate indicators for each, with positions noted as "Down", "Takeoff" and "Up." The flap indication was in the "Takeoff" position, while the trim indication was in the "Up" position. A corner of the photograph also showed the autopilot controller, which indicated the autopilot as being "Off."According to a representative of Mooney, and as verified in the M20J Illustrated Parts Catalog, trim position was established via a "trim screw assembly" (worm drive) which would not have been movable as a result of ground impact. The representative also noted that according to a company engineer, earlier models of the airplane "could jam if the trim was electrically or manually run hard up against the stops. The jack screw and jam nuts have since been re-designed to resolve the issue."After the airplane had been moved to a storage facility, the FAA inspector tested the trim electrically to the stops and noted no binding.According to the pilot, he was a partial owner of the airplane and the only one to fly it. He did not run the trim to the stops during the preflight checks, and he didn't know why the trim would have been in the "Up" position.Per the M20J Pilot Operating Handbook, Before Takeoff checklist, "Trim – Takeoff Setting." History of FlightPrior to flightPreflight or dispatch eventTakeoffLoss of control in flight (Defining event)Runway excursion Pilot InformationCertificate: Airline TransportAge: 70Airplane Rating(s): Single-engine Land; Single-engine SeaSeat Occupied: LeftOther Aircraft Rating(s): GliderRestraint Used: UnknownInstrument Rating(s): AirplaneSecond Pilot Present: NoInstructor Rating(s): Airplane Multi-engine; Airplane Single-engineToxicology Performed: NoMedical Certification: Class 2 Without Waivers/LimitationsLast FAA Medical Exam: 07/16/2013Occupational Pilot: NoLast Flight Review or Equivalent: 10/15/2012Flight Time: 20238 hours (Total, all aircraft), 2250 hours (Total, this make and model), 19750 hours (Pilot In Command, all aircraft), 113 hours (Last 90 days, all aircraft), 40 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft) Aircraft and Owner/Operator InformationAircraft Manufacturer: MOONEYRegistration: N3700HModel/Series: M20JAircraft Category: AirplaneYear of Manufacture:Amateur Built: NoAirworthiness Certificate: NormalSerial Number: 24-1038Landing Gear Type: Retractable - TricycleSeats: 4Date/Type of Last Inspection: 03/01/2013, AnnualCertified Max Gross Wt.: 2740 lbsTime Since Last Inspection: 74 HoursEngines: 1 ReciprocatingAirframe Total Time: 4631 HoursEngine Manufacturer: LYCOMINGELT: C91 installed, activated, did not aid in locating accidentEngine Model/Series: I0-360-A3B6DRegistered Owner: HATHOR LLCRated Power: 200 hpOperator: On fileOperating Certificate(s) Held: None Meteorological Information and Flight PlanConditions at Accident Site: Visual ConditionsCondition of Light: DayObservation Facility, Elevation: MKY, 5 ft mslObservation Time: 1015 EDTDistance from Accident Site:Direction from Accident Site:Lowest Cloud Condition: Scattered / 1900 ft aglTemperature/Dew Point: 29°C / 21°CLowest Ceiling: NoneVisibility: 10 MilesWind Speed/Gusts, Direction: 4 knots, 120°Visibility (RVR):Altimeter Setting: 30.07 inches HgVisibility (RVV):Precipitation and Obscuration: No Obscuration; No PrecipitationDeparture Point: Marco Island, FL (MKY)Type of Flight Plan Filed: NoneDestination: NAPLES, FL (FA37)Type of Clearance: NoneDeparture Time: 1030 EDTType of Airspace: Class GAirport InformationAirport: Marco Island (MKY)Runway Surface Type: AsphaltAirport Elevation: 5 ftRunway Surface Condition: DryRunway Used: 17IFR Approach: NoneRunway Length/Width: 5000 ft / 100 ftVFR Approach/Landing: Forced Landing Wreckage and Impact InformationCrew Injuries: 1 MinorAircraft Damage: SubstantialPassenger Injuries: N/AAircraft Fire: NoneGround Injuries: N/AAircraft Explosion: NoneTotal Injuries: 1 MinorLatitude, Longitude: 25.995000, -81.672500 (est)NTSB Identification: ERA13LA374 14 CFR Part 91: General AviationAccident occurred Saturday, August 24, 2013 in Marco Island, FLAircraft: MOONEY M20J, registration: N3700HInjuries: 1 Minor.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.On August 24, 2013, about 1030 eastern daylight time, a Mooney M20J, N3700H, was substantially damaged when it impacted swampy terrain during a takeoff attempt from Marco Island Airport (MKY), Marco Island, Florida. The airline transport pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, to Wing South Airpark (FA37), Naples, Florida. The personal flight was operating under the provisions of 14 Code of Federal Regulations Part 91.According to the pilot, he set the flaps at 15 degrees for takeoff, and the flap indicator and trim indicator next to each other appeared to line up, which was normal. However, during the takeoff, at an approximate rotation speed of 63 knots indicated, the airplane pitched up more rapidly than normal and the stabilizer trim did not seem to be working. The event occurred so suddenly that the pilot did not have an opportunity to abort the takeoff with a power reduction. The uncommanded pitch-up and the yoke would not respond to pitch inputs, and with the high power "P-factor" and angle of attack, the pilot could not overcome the airplane's left-turning tendencies. The airplane then descended into the swamp to the left of the runway.